Transverse steering method and transverse steering device for moving a vehicle into a target position, and vehicle for this purpose

ABSTRACT

A transverse steering method is for moving a vehicle comprising active steering to a target position. The method includes: performing distance and/or angle measurements between the vehicle and the target position enabling the derivation of location and orientation data; deriving the location and orientation data; filtering the location and orientation data into current values, which include current location values and current orientation values; performing control which derives a target steering angle from the current values; and realization of the target steering angle by acting on the active steering of the vehicle.

CROSS-REFERENCE TO PRIOR APPLICATIONS

This application is a continuation of International Patent ApplicationNo. PCT/EP2019/071661, filed on Aug. 13, 2019, which claims priority toGerman Patent Application No. DE 10 2018 122 054.5, filed on Sep. 10,2018. The entire disclosure of both applications is incorporated byreference herein.

FIELD

In an embodiment, the present disclosure relates to a transversesteering method and a transverse steering device for moving a drivenvehicle to a target position with a target location and a targetorientation, as well as a vehicle set up for this purpose.

BACKGROUND

From DE 10 2016 011 324 A1, a method for controlling a towing vehiclewhen it is approaching and coupling to a trailer vehicle is known. Therear surrounding area behind the towing vehicle is captured, for examplewith a camera; an offset distance and an offset angle between the towingvehicle and the trailer vehicle are evaluated from the data collected;at least one driving trajectory is calculated, by means of which thetowing vehicle can be driven autonomously to a coupling location, andthe towing vehicle is driven autonomously and coupled in accordance withthe driving trajectory.

SUMMARY

In an embodiment, the present invention provides a transverse steeringmethod for moving a vehicle comprising active steering to a targetposition. The method includes: performing distance and/or anglemeasurements between the vehicle and the target position enabling thederivation of location and orientation data; deriving the location andorientation data; filtering the location and orientation data intocurrent values, which include current location values and currentorientation values; performing control which derives a target steeringangle from the current values; and realization of the target steeringangle by acting on the active steering of the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will be described in even greater detail belowbased on the exemplary figures. The invention is not limited to theexemplary embodiments. All features described and/or illustrated hereincan be used alone or combined in different combinations in embodimentsof the invention. The features and advantages of various embodiments ofthe present invention will become apparent by reading the followingdetailed description with reference to the attached drawings whichillustrate the following:

FIG. 1 shows schematically in a side view a use case where the targetposition is a coupling position;

FIG. 2 shows schematically in a plan view the geometric relationships,definitions and quantities used here using the example of a semi-trailertruck in front of a semi-trailer;

FIG. 3 shows a block diagram for the explanation of a first transversesteering method according to an embodiment of the invention;

FIG. 4 shows a block diagram for the explanation of a second transversesteering method according to an embodiment of the invention;

FIG. 5 shows a block diagram for the explanation of a third transversesteering method according to an embodiment of the invention; and

FIG. 6 shows a block diagram for the explanation of a fourth transversesteering method according to an embodiment of the invention.

DETAILED DESCRIPTION

With the method of the prior art, it can be considered disadvantageousthat a driving trajectory calculated at the beginning of the movementprocess can be significantly in error, because typically the startingposition is only known inaccurately then. In particular, errors of ameasured starting orientation lead to a large lateral offset, especiallyfor a large distance to be travelled.

It can also be considered disadvantageous that measured values of theposition measurement are typically noisy, in other words contain errorcomponents.

An embodiment of the invention is based on the object to providetransverse steering methods and transverse steering devices for moving avehicle to a target position, with which these disadvantages areavoided. Vehicles which are set up to carry out these transversesteering methods will also be provided.

Transverse steering methods for moving a vehicle into a target positioninclude, according to an embodiment of the invention:

-   -   that distance and/or angle measurements are carried out between        the vehicle and the target position, which allow the derivation        of location and orientation data,    -   that the derived location and orientation data are filtered into        current values, which include current location values and        current orientation values,    -   that control is carried out which derives the target steering        angle from the current values,    -   and that the target steering angles are realized by acting on an        active steering of the vehicle.

In an advantageous development, the transverse steering methodsaccording to an embodiment of the invention include that filtering thelocation and orientation data is in the form of Kalman filtering, inwhich the location and orientation data are processed to the currentvalues taking into account the vehicle's measured drivingcharacteristics, quality values and a motion model of the vehicle.

In a further advantageous development, the transverse steering methodsaccording to an embodiment of invention include that the control is inthe form of a cascade control, with which a target orientation isderived from the current location values in an outer control circuit,and the target steering angle is derived from the target orientation andthe current orientation value in an inner control circuit.

In a further advantageous development, the transverse steering methodsaccording to an embodiment of invention include that the Kalmanfiltering includes a measurement step and an update step, so that in themeasurement step new calculated position data are derived from therespective latest location and orientation data and previouslycalculated position data by weighted averaging with a weighting thatdepends on the quality of the sensor measurements and a variance of thesensor measurements, and that in the update step, the calculatedposition data are extrapolated into current position data according to amotion model which is parameterized with a measured steering angle and ameasured speed as driving characteristics.

In a further advantageous development, the transverse steering methodsaccording to an embodiment of invention include that the measuring stepis activated when the respective new location and orientation data areavailable, and the update step is activated when the respective newdriving characteristics are available.

In a further advantageous development, the transverse steering methodsaccording to an embodiment of invention include that after themeasurement step a new quality value q_(neu) is determined from each oldquality value qalt, an assigned minimum quality value q_(min) and anassigned measuring quality value q_(mess) according to:

q _(neu)=max(q _(min) ,q _(alt)/(q _(alt) +q _(mess))),

wherein q_(min) and q_(mess) are firmly adopted separately for locationdata and orientation data,

and that after the update step a new quality value q_(neu) is determinedfrom each old quality value q_(alt), an assigned proportionalityconstant C_(p), the speed v, and the time t_(MS) since the lastmeasurement step, according to:

q _(neu) =q _(alt) +C _(P) ·v·t _(MS),

wherein C_(p) is firmly adopted separately for location data andorientation data.

Transverse steering devices for moving a vehicle with active steeringinto a target position include according to an embodiment of invention:

-   -   sensors and markings which are provided and distributed to the        vehicle and the target position in such a way that distance        and/or angle measurements between the vehicle and the target        position can be used to derive location and orientation data,    -   a measuring device set up to carry out distance and/or angle        measurements between the vehicle and the target position by        means of the sensors and markings, and from which the location        and orientation data of the vehicle are derived,    -   a measured value filter, which is set up to derive current        values which include current location values and current        orientation values from the location and orientation data,    -   a controller which is set up in such a way that target steering        angles are derived from the current values and are realized by        acting on the active steering.

In an advantageous development, the transverse steering devicesaccording to an embodiment of invention include that the measured valuefilter is in the form of a Kalman filter, which is set up in such a waythat the location and orientation data are processed into the currentvalues taking into account the driving characteristics measured in thevehicle, quality values and a motion model of the vehicle.

In a further advantageous development, the transverse steering devicesaccording to an embodiment of invention include that the controller isin the form of a cascade controller, with a lateral offset controllerwhich is set up to derive a target orientation from the current locationvalues, and an orientation controller which is set up to derive thetarget steering angle from the target orientation and the currentorientation value.

In a further advantageous development, the transverse steering devicesaccording to an embodiment of invention include that the Kalman filteris set up to perform a measurement step and an update step, so that newcalculated position data are derived in the measurement step fromrespective latest location and orientation data and previous calculatedposition data by weighted averaging with a weighting that depends on thequality of the sensor measurements and a variance of the sensormeasurements, and in the update step the calculated position data areextrapolated into current position data according to a motion modelwhich is parameterized with a measured steering angle and a measuredspeed as driving characteristics.

In a further advantageous development, the transverse steering devicesaccording to an embodiment of invention include that the Kalman filteris set up to activate the measurement step when the respective newlocation and orientation data are available, and to activate the updatestep when the respective new driving characteristics are available.

In a further advantageous development, the transverse steering devicesaccording to an embodiment of invention include that the Kalman filteris set up to determine a new quality value q_(neu) after the measurementstep from each old quality value q_(alt), an assigned minimum qualityvalue q_(min) and an assigned measuring quality value q_(mess) accordingto

q _(neu)=max(q _(min) ,q _(alt)/(q _(alt) +q _(mess))),

wherein q_(min) and q_(mess) are firmly adopted separately for locationdata and orientation data,

and after the update step to determine a new quality value q_(neu) fromeach old quality value q_(alt), an assigned proportionality constantC_(p), the speed v, and the time t_(MS) since the last measurement stepaccording to

q _(neu) =q _(alt) +C _(p) ·v·t _(MS),

wherein C_(p) is firmly adopted separately for location data andorientation data.

A vehicle according to an embodiment of the invention, in particular adriven towing vehicle, is set up to perform a transverse steering methodaccording to an embodiment of the invention and/or has a transversesteering device according to an embodiment of the invention.

Position, as in the case of target position, is understood here ascomprising a location and an orientation specification. For example, thelocation can be specified by coordinates in an absolute or relativetwo-dimensional or three-dimensional coordinate system. The orientationcan be provided by a two-dimensional or three-dimensional anglespecification together with an agreement regarding the reference pointand the reference angle.

Transverse steering here refers to an effect on the angles of the wheelsof the steering axle of the vehicle. In the case of vehicles withmultiple steering axles, this may also include an appropriate action onaxles other than the main steering axle.

The target position can be a coupling position, i.e. a position in thesense of location and orientation at which the vehicle can be coupled toa trailer or semi-trailer vehicle.

The target position can also be a loading position, i.e. a position at aloading ramp that makes it possible to load or unload the vehicle. Thex-axis of the coordinate system, which is fixed with respect to thetarget position, is preferably placed here in the direction in which theloading position must be approached, for example perpendicular to anedge of a loading ramp.

The target position can also be a charging position, i.e. a position atwhich the vehicle can be supplied by connection to a supply deviceequipment such as for fuel, battery charge or hydraulic fluid. Thex-axis of the coordinate system, which is fixed with respect to thetarget position, is preferably placed here in the direction in which thecharging position must be approached, for example at a suitable distancelongitudinally next to the supply device.

The target position can also be a parking position in a vehicle parkingspace prepared for partial automation. The x-axis of the coordinatesystem, which is fixed with respect to the target position, ispreferably placed here in the direction in which the parking positionmust be entered.

The sensor of the vehicle can be, for example, a laser scanner or aLIDAR, a still camera, or a video camera.

FIG. 1 shows schematically a use case in a side view, where the targetposition is a coupling position. The vehicle here is a semi-trailer 101and comprises active steering 107, two sensors 103 horizontallydistanced from the longitudinal axis and a fifth wheel 102. Thesemi-trailer 101 is at a distance in front of a semi-trailer 106, whichcomprises a fifth-wheel kingpin 104 and foldable supports 109. Reachingthe target position is given here when the fifth wheel 102 has beenpositioned centrally below the fifth-wheel kingpin 104 in plan view. Thesupports 109 comprise reflectors 105, which are designed and mounted insuch a way that they can be sensed by measurement 108 by the sensors 103in terms of their direction and/or distance.

FIG. 2 shows schematically in plan view the geometric relationships,definitions and variables used here using the example of a semi-trailertruck 207 as a vehicle in front of a partially indicated stationarysemi-trailer 208 with a fifth-wheel kingpin 205. The origin of astationary right-angled coordinate system with x-direction 201 andy-direction 211 lies in the fifth-wheel kingpin 205, which is assumed tobe the target location. The x-direction corresponds to the longitudinalaxis of the semi-trailer 208. The semi-trailer truck 207 comprises anunsteered rear axle 206 and a steered front axle 210 and has a referencepoint 209, a position, an orientation, a steering angle beta 204 and alongitudinal axis 212. The center of its fifth wheel 102 is used here asreference point 209 for the description of the semi-trailer truck 207.The position of the semi-trailer truck 207 is defined by thex-coordinate and the y-coordinate of this reference point 209.Specifically, the y-coordinate of the reference point 209 is alsoreferred to as the lateral offset 202. The orientation of thesemi-trailer truck 207 is defined as the angle alpha 203, which thelongitudinal axis 212 of the semi-trailer truck 207 includes with thex-direction 201. The steering angle beta 204 of the semi-trailer truck207 is defined as the angle which the wheels of the front axle 210include with a parallel to the longitudinal axis 212 of the semi-trailertruck 207.

FIG. 3 shows a block diagram for explaining of a first transversesteering method 300 and a first transverse steering device 317 accordingto an embodiment of the invention. The transverse steering method 300involves a target offset specification 301, a controller 303 acting on avehicle 304, a measuring device 306, and a measured value filter 305.

The controller 303 obtains a target lateral offset or a target offset308 from the target offset specification 301, as well as values for acurrent lateral offset 311 and a current orientation 312 of the vehicle304 from the measured value filter 305. From these input data, thecontroller 303 derives a target steering angle 310, which is thenrealized in the vehicle 304 by an action on the active steering 107. Thetarget offset 308, i.e. the lateral offset 202 to be aimed for at theend of the movement, is zero in most practical cases, whereas deviatingvalues may be appropriate in special cases. The measuring device 306carries out distance and/or angle measurements between the vehicle 304and a target position 307, which are designed in such a way thatlocation and orientation data 313 of the vehicle 304 can be derivedtherefrom, and it derives them. The measured value filter 305 processesthe location and orientation data 313 and derives therefrom values forthe current lateral offset 311 and the current orientation 312 of thevehicle 304.

For the measurements 315 to be carried out by the measuring device 306between the vehicle 304 and the target position 307, sensors anddetectable markings interact which may be arranged in different ways.For example, as shown in FIG. 1, the sensors 103 can be fixed on thevehicle 101, 304 and the markings 105 can be fixed at a known distancefrom the target position 104. It is advantageous here that the sensorsignals are already available in the vehicle 101, 304 and do not have tobe transmitted there first.

The reverse arrangement, i.e. sensors fixed at a known distance from thetarget position and markings fixed to the vehicle 304, can be usedalternatively. The advantage would be that the measurements of thesensors would be created directly in a coordinate system relative to thetarget position and therefore would not have to be converted.

The number of sensors and markings as well as the type of measurementsto be carried out, for example angle or distance measurements, are basedon the known principles of triangulation. A possible configurationincludes two sensors spaced apart on the vehicle and two markings spacedapart and fixed at a known distance from the target position. For eachindividual marking, a distance or angle measurement by each of thesensors is sufficient to determine the location of the marking relativeto the location of the sensors. The relative orientation between thevehicle and the target position can then be derived from the locationsof the two markings.

The location and orientation values determined relative to a firstcoordinate system can be converted to any other displaced and/or rotatedcoordinate system using known equations.

In order to reduce measurement inaccuracies or to increase systemavailability, it may also be appropriate to use further additionalsensors and/or additional markings.

FIG. 4 shows a block diagram for the explanation of a second transversesteering method 400 and a second transverse steering device 417according to an embodiment of the invention. The transverse steeringmethod 400 involves a target offset specification 401, a lateral offsetcontroller 402, an orientation controller 403 acting on a vehicle 404, ameasuring device 406, and a measured value filter 405. The lateraloffset controller 402 and the orientation controller 403 together form acascade controller 416.

The lateral offset controller 402 receives as an input variable thetarget lateral offset or the target offset 408 supplied by the targetoffset specification 401 minus the current lateral offset 411 suppliedby the measured value filter 405, from which the lateral offsetcontroller 402 derives a target orientation 409. The orientationcontroller 403 receives as an input variable the target orientation 409minus the current orientation 412 supplied by the measured value filter405, from which the orientation controller 403 derives a target steeringangle 410, which is then realized in the vehicle 404 by action on theactive steering 107.

What has been stated above regarding the first transverse steeringmethod 300 also applies accordingly for the target offset 408, themeasuring device 406, the location and orientation data 413 and themeasured value filter 405, as well as for the sensors and markings.

FIG. 5 shows a block diagram for the explanation of a third transversesteering method 500 and a third transverse steering device 517 accordingto an embodiment of the invention. The transverse steering method 500involves a target offset specification 501, a controller 503 acting on avehicle 504, a measuring device 506, and a measured value filter 505.What has been stated above regarding the first transverse steeringmethod 300 also applies accordingly for the target offset specification501, the controller 503, the target steering angle 510 and the measuringdevice 506. The measured value filter 505 is a Kalman filter, which notonly receives the location and orientation data 513 from the measuringdevice 506, but also a measured speed and a measured steering angle asdriving characteristics 514 from the vehicle 504. The Kalman filtercomprises a motion model 518 of the vehicle 504 and uses the motionmodel 518 to calculate the current lateral offset 511 and the currentorientation 512 from the location and orientation data 513 as well asthe driving characteristics 514.

FIG. 6 shows a block diagram for the explanation of a fourth transversesteering method 600 and a fourth transverse steering device 617according to an embodiment of the invention. The transverse steeringmethod 600 involves a target offset specification 601, a lateral offsetcontroller 602, an orientation controller 603 acting on a vehicle 604, ameasuring device 606, and a measured value filter 605. What has beenstated above regarding the second transverse steering method 400 alsoapplies accordingly for the lateral offset controller 602 and theorientation controller 603, together they form a cascade controller 616.What has been stated above regarding the third transverse steeringmethod 500 applies for the measured value filter 605 in the form of aKalman filter.

The Kalman filtering used here consists of two processing steps, aso-called “measurement step” and a so-called “update step”.

The variables to be processed in this application of the Kalman filterare calculated position data consisting of calculated location datax_(k) and y_(k) and a calculated orientation data item alpha_(k). Thesuffix indicates that these data are a discrete time sequence. “k”stands for a most recent value, correspondingly “k−1” stands for a valueat a previous time. The calculated position data are processedrecursively in the Kalman filter. The Kalman filter receives locationand orientation data derived from the measurements with the sensors andmarkings, which include location data x_(s), y_(s) and an orientationdata item alpha_(s).

In addition, the well-known Kalman filter internally processes so-calledquality values for each of the variables to be processed.

Since Kalman filtering is conceptually a recursive method, all thevariables involved must be appropriately initialized. For example, thefirst measured values or suitable typical values can be used toinitialize the location and orientation data. For example, suitabletypical values can be used to initialize the quality values.

In the measurement step of the applications present here, new calculatedposition data x_(k), y_(k), alpha_(k) are derived from the respectivelatest location and orientation data x_(s), y_(s), alpha_(s), and thepreviously calculated position data x_(k-1), y_(k-1), alpha_(k-1) byweighted averaging according to:

x _(k)=(1−w)·x _(k-1) +w·x _(s) =x _(k-1) +w·(x _(s) −x _(k-1))

y _(k)=(1−w)·y _(k-1) +w·y _(s) =y _(k-1) +w·(y _(s) −y _(k-1))

alpha_(k)=(1−w)·alpha_(k-1) +w·alpha_(s)=alpha_(k-1)+w·(alpha_(s)−alpha_(k-1)).

Here, the weighting w, which is always from the range 0 to 1, derivesfrom the quality of the sensor measurements q and a variance of thesensor measurements vm according to:

w=1/(q·vm+1).

At high quality values q, w therefore approaches 0 and the location andorientation data derived from the sensor measurements are hardlyincorporated any more. At low quality values q, w approaches 1, i.e. theweighted mean largely corresponds to the location and orientation data.

The variance vm of the sensor measurements can be advantageously assumedas 0.5 m for location data and as 5° for orientation data, for example.

The measurement step is preferably carried out whenever new location andorientation data are available or arrive.

After each measurement step, the quality value q is reduced. This isadvantageously carried out according to:

q _(neu)=max(q _(min) ,q _(alt)/(q _(alt) +q _(mess))).

q_(min) and q_(mess) can be specified here—separately for the qualityvalues of location data or orientation data. For location dataq_(min)=0.1 m and q_(mess)=0.5 m are advantageous, for orientation dataq_(min)=2° and q_(mess)=5° are advantageous.

In the update step, merging of the calculated position data with theincremental driving characteristics measured on the vehicle is carriedout. The driving characteristics include a measured speed v_(ist) and ameasured steering angle beta_(ist).

In the update step of the applications available here, the calculatedposition data x_(alt), y_(alt), alpha_(alt) according to the vehicle'smotion model 518 are extrapolated into current position data accordingto:

x _(neu) =x _(alt) +v _(ist) ·dt·cos(alpha_(alt)),

y _(neu) =y _(alt) +v _(ist) ·dt·sin(alpha_(alt)) and

alpha_(neu)=alph_(alt) +v _(ist) ·dt·tan(beta_(ist))/z.

Here, the driving characteristics measured steering angle beta_(ist) andmeasured speed v_(ist) are the parameters of the motion model 518, and zis the wheelbase, which thus corresponds to the distance of the frontwheels from the rear wheels. The term “/z” thus clearly describes thatover the same time interval dt at the same speed v_(ist) the samesteering angle beta_(ist) causes a greater rotationalpha_(neu)-alpha_(alt) in short vehicles than in longer vehicles.

The update step is preferably carried out whenever new drivingcharacteristics beta_(ist), v_(ist) are present or arrive from themeasurement on the vehicle. These times are generally not synchronouswith the new location and orientation data that arrive from the sensormeasurement. Typically, new driving characteristics are much morefrequent than new location and orientation data.

After each update step, the quality value q is increased. This isadvantageously carried out according to:

q _(neu) =q _(alt) +C _(p) ·v·t _(MS),

Here, C_(p) is an associated proportionality constant, v is the speedand t_(MS) is the time since the last measurement step, wherein C_(p) isfirmly adopted separately for the quality values of location data ororientation data. For location data C_(p)=0.1 is advantageous, fororientation data Cp=2°/m is advantageous.

An additional influencing factor for all transverse steering methods300, 400, 500, 600 is the longitudinal control, i.e. the action on thedrive train and braking system of the vehicle. This causes the variationof the vehicle speed over time and can be specified completelyindependently, for example automatically, partially automatically,manually by remote control by a driver outside the vehicle or manuallyby a driver in the vehicle. The effect of the longitudinal control isreflected on the one hand in the changing location data over time, butalso on the other hand in the driving characteristics 514, 614 whichinclude a measured speed, and in this way is included in the transversesteering method.

The sensors 103 of the vehicle 101, 207, 304, 404, 504, 604 used formeasurement 306, 406, 506, 606 can be a laser scanner, a LIDAR or astill camera, or a video camera, for example.

While embodiments of the invention have been illustrated and describedin detail in the drawings and foregoing description, such illustrationand description are to be considered illustrative or exemplary and notrestrictive. It will be understood that changes and modifications may bemade by those of ordinary skill within the scope of the followingclaims. In particular, the present invention covers further embodimentswith any combination of features from different embodiments describedabove and below. Additionally, statements made herein characterizing theinvention refer to an embodiment of the invention and not necessarilyall embodiments.

The terms used in the claims should be construed to have the broadestreasonable interpretation consistent with the foregoing description. Forexample, the use of the article “a” or “the” in introducing an elementshould not be interpreted as being exclusive of a plurality of elements.Likewise, the recitation of “or” should be interpreted as beinginclusive, such that the recitation of “A or B” is not exclusive of “Aand B,” unless it is clear from the context or the foregoing descriptionthat only one of A and B is intended. Further, the recitation of “atleast one of A, B and C” should be interpreted as one or more of a groupof elements consisting of A, B and C, and should not be interpreted asrequiring at least one of each of the listed elements A, B and C,regardless of whether A, B and C are related as categories or otherwise.Moreover, the recitation of “A, B and/or C” or “at least one of A, B orC” should be interpreted as including any singular entity from thelisted elements, e.g., A, any subset from the listed elements, e.g., Aand B, or the entire list of elements A, B and C.

LIST OF REFERENCE CHARACTERS

-   101 Semi-trailer truck-   102 Fifth wheel-   103 Sensors-   104 Fifth wheel king pin-   105 Reflectors-   106 Semi-trailer-   107 Active steering-   108 Measurement-   109 Supports-   201 x-direction-   202 Lateral offset-   203 Orientation angle alpha-   204 Steering angle beta-   205 Fifth wheel king pin=coordinate origin-   206 Rear axle-   207 Semi-trailer truck-   208 Semi-trailer-   209 Reference point-   210 Front axle-   211 y-direction-   212 Longitudinal axis of the semi-trailer-   300 Transverse steering method-   301 Target offset specification-   303 Controller-   304 Vehicle-   305 Measured value filter-   306 Measurement device-   307 Target position-   308 Target offset-   310 Target steering angle-   311 Current lateral offset-   312 Current orientation-   313 Location and orientation data-   315 Measurement-   317 Transverse steering device-   400 Transverse steering method-   401 Target offset specification-   402 Lateral offset controller-   403 Orientation controller-   404 Vehicle-   405 Measured value filter-   406 Measurement device-   407 Target position-   408 Target offset-   409 Target orientation-   410 Target steering angle-   411 Current lateral offset-   412 Current orientation-   413 Location and orientation data-   415 Measurement-   416 Cascade controller-   417 Transverse steering device-   500 Transverse steering method-   501 Target offset specification-   503 Controller-   504 Vehicle-   505 Kalman filter as measured value filter-   506 Measurement device-   507 Target position-   508 Target offset-   510 Target steering angle-   511 Current lateral offset-   512 Current orientation-   513 Location and orientation data-   514 Driving characteristics-   515 Measurement-   517 Transverse steering device-   518 Motion model-   519 Quality value-   600 Transverse steering method-   601 Target offset specification-   602 Lateral offset controller-   603 Orientation controller-   604 Vehicle-   605 Kalman filter as measured value filter-   606 Measurement device-   607 Target position-   608 Target offset-   609 Target orientation-   610 Target steering angle-   611 Current lateral offset-   612 Current orientation-   613 Location and orientation data-   614 Driving characteristics-   615 Measurement-   616 Cascade controller-   617 Transverse steering device-   618 Motion model-   619 Quality value

What is claimed is:
 1. A transverse steering method for moving a vehiclecomprising active steering to a target position, the method comprising:performing distance and/or angle measurements between the vehicle andthe target position enabling the derivation of location and orientationdata, deriving the location and orientation data, filtering the locationand orientation data into current values, which include current locationvalues and current orientation values, performing control which derivesa target steering angle from the current values, and realization of thetarget steering angle by acting on the active steering of the vehicle.2. The transverse steering method as claimed in claim 1, wherein thefiltering of the location and orientation data includes Kalman filteringwith which the location and orientation data are processed into thecurrent values taking into account driving characteristics measured onthe vehicle, quality values and a motion model of the vehicle.
 3. Thetransverse steering method as claimed in claim 1, wherein the controlincludes cascade control, with which a target orientation is derivedfrom the current location values in an outer control circuit and thetarget steering angle is derived from the target orientation and thecurrent orientation value in an inner control circuit.
 4. The transversesteering method as claimed in claim 2, wherein the Kalman filteringincludes a measurement step and an update step, so that new calculatedposition data are derived in the measurement step from the respectivelatest sensor data and previously calculated position data by weightedaveraging with a weighting w that depends on the quality of the sensormeasurements q and a variance of the sensor measurements vm accordingto:w=1/(q·vm+1), and in the update step, the calculated position data areextrapolated into current position data according to a motion modelwhich is parameterized with a measured steering angle and a measuredspeed as driving characteristics.
 5. The transverse steering method asclaimed in claim 4, wherein the measurement step is activated when therespective new sensor data are available, and the update step isactivated when the respective new travel characteristics are available.6. The transverse steering method as claimed in claim 5, wherein afterthe measurement step a new quality value qneu is defined from each oldquality value qalt, an assigned minimum quality value qmin and anassigned measurement quality value qmess according to qneu=max (qmin,qalt/(qalt+qmess)), wherein qmin and qmess are firmly adopted separatelyfor location data and orientation data, and that after the update step anew quality value qneu is determined from each old quality value qalt,an assigned proportionality constant Cp, the speed v, and the time tMSsince the last measurement step, according to qneu=qalt+Cp·v·tMS,wherein Cp is firmly adopted separately for location data andorientation data.
 7. A transverse steering device for moving a vehiclecomprising active steering into a target position, comprising: sensorsand markings which are provided and distributed to the vehicle and thetarget position such that location and orientation data can be derivedfrom distance and/or angle measurements between the vehicle and thetarget position, a measuring device which is set up to carry out thedistance and/or angle measurements between the vehicle and the targetposition using the sensors and the markings and derives location andorientation data of the vehicle from this, a measured value filter whichis set up to derive current values, which include current locationvalues and current orientation values, from the location and orientationdata, and a controller, which is set up such that target steering anglesare derived from the current values and are realized by acting on theactive steering.
 8. The transverse steering device as claimed in claim7, wherein the measured value filter is in the form of a Kalman filter,which is set up in such a way that the location and orientation data areprocessed into the current values taking into account drivingcharacteristics measured on the vehicle, quality values and a motionmodel of the vehicle (101, 207, 304, 404, 504, 604).
 9. The transversesteering device as claimed in claim 7, wherein the controller in theform of a cascade controller with a lateral offset controller is set upto derive a target orientation from the current location values and anorientation controller is set up to derive the target steering anglefrom the target orientation and the current orientation value.
 10. Thetransverse steering device as claimed in claim 8, wherein the Kalmanfilter is set up to perform a measurement step and an update step, sothat new calculated position data are derived in the measurement stepfrom the respective latest sensor data and previously calculatedposition data by weighted averaging with a weighting w that depends onthe quality of the sensor measurements q and a variance of the sensormeasurements vm according to w=1/(q·vm+1), and in the update step thecalculated position data are extrapolated into current position dataaccording to a motion model which is parameterized with a measuredsteering angle and a measured speed as driving characteristics.
 11. Thetransverse steering device as claimed in claim 10, wherein the Kalmanfilter is set up to activate the measurement step when the respectivenew sensor data are available, and to activate the update step when therespective new driving characteristics are available.
 12. The transversesteering method as claimed in claim 11, wherein the Kalman filter is setup, after the measurement step, to determine a new quality value qneufrom each old quality value qalt, an assigned minimum quality value qminand an assigned measurement value qmess according to qneu=max (qmin,qalt/(qalt+qmess)), wherein qmin and qmess are firmly adopted separatelyfor location data and orientation data, and after the update step todetermine a new quality value qneu from each old quality value q_(alt),an assigned proportionality constant Cp, the speed v, and the timet_(MS) since the last measurement step according to qneu=qalt+Cp·v·tMS,wherein Cp is firmly adopted separately for location data andorientation data.
 13. A driven towing vehicle, with active steering,wherein it is set up to perform a transverse steering method accordingto claim 1.